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(No Model.) I 4 Sheets-Sheet 1.

HGBAFTON.

TIPPING TRUGK. No. 274,314, Patented Mar.20,1 883.

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(No Model!) 4 Sheets- -Sheet 2.

H..GRAPTO-N.

I TIPPING TRUCK. No. 274,314. Patented Mar. 20,- 1883.

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(No Model.) 4 Sheets-Sheet a.

HIGR PTON. TIPPING TRUCK.

.No. 274.314. Patented Mar. 20, 1-883.

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UNITED STATES PATENT Orrin.

HENRY GBAFTONfOF Lennon, COUNTY or MIDDLESEX, ENGLAND.

TIPPING TRUCK.

SPECIFICATION forming part of Letters Patent No. 274,314, dated March 20, 1883.

Application filed May 29, 18852. (No model.) Patented in England December 21, 1881, No. 5,582, and in Cape of Good Hope March 3, 1882, No. 11-235.

To all whom it may concern:

Be it known that I, HENRY GRAFTON, of 53 Chancery Lane, London, in the county of Middlesex, England, have invented a new and useful Improvement in Tipping Trucks; and.

I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification.

My invention relates to improvements in tipping wagons or trucks for transporting and discharging minerals and contractors materials on railways and tramways; and it is principally designed for side-tipping trucks, although it is also applicable to end-tipping trucks.

Myinvention has for its object to enable the truck to be tipped at either side or end, as the case may be, and to give to the truck-body a movement of translation bodilyin the direction in which it is to be tipped, as well as an oscillating or tipping movement, whereby to enable it to discharge its load quite clear of the rails to a distance greater than is possible with an ordinary pivoted truck of the same height and form of body; and it also has for itsobject to render the tipping and righting of the truck an easy operation, reqnirin g the aid of no gear or apparatus of any kind which is liable to clined or A-shaped rails having upwardlycurved feet or stops and mounted upon a truck, of a truck-body or'receptacle provided with hangers supporting axles or shafts, carrying grooved wheels and chains, or means for limiting its movement at either side of the doubleinclined rails, said chains having their inner ends connected to the under side of the truckbody or receptacle at about its middle, and their outer orlower ends to the rails.

It consists, further, in the employment,with the truck-body and the inclined rails, of means for retaining the former in a horizontal position, as hereinafter described and claimed.

In the normal or horizontal position of the truck-body the wheels rest upon the oppositely-inclined surfaces of the rails or standards,whose apexes rise between the wheels in the center line of the truck-body, the body being locked in the horizontal position by a suit able device until it is required to be tipped. In tipping, the one pair of wheels run down while the other pair run up the double inclined standards, the descending pair being received in their cradles at about the same moment that the ascending pair reach the summit of the inclines, the angle and length of the inclines and the distance apart of the wheels being so proportioned as to produce this result; but it is preferred that the angle at the apex of the standards should be a right angle, or a few degrees less than a right angle. The tipping motion of the body may be still. further continued, but the body will then turn on the axles of the lowermost wheels as centers,

while the uppermost wheels wholly leave the rails, the truck-body having by that time attained such a position that this further tipping is an easy operation. The inclines of the rails or standards may, either be rectilinear or curvilinear, so as to have a constant or varying inclination, according to the motion it is desired to produce. I

Figure l is a side elevation, Fig. 2 a plan, (with the body removed,) and Fig. 3 an end elevation, of a side-tipping wagon in which the body is supported upon wheels running upon double-incline rails or standards whose inclines are rectilinear. Figs. 4 and 5 are elevations of double-incline rails whose inclines are curvilinear, the curves being opposite in the two figures, for a purpose hereinafter mentioned.

A is the main frame or carriage, of'any suitable construction, mounted on wheels in the ordinary way.

B is the truck-body, ofany suitable form and construction. It is preferably of the rounded shape shown in Fig. 3, but may be of the hopper shape shown in dotted lnes in the same figure.

0 are the double-incline rails or standards,

standing transversely upon the main frame near either end, and secured in position by bolts and by diagonal stays c.

by which the body is supported, the wheels being flanged and running on the double-incline rails, and being mounted in brackets 01 bolted to the ends of the body.

are the upwardly-curved ends of the double-incline rails, forming stops or cradles tied.

F are chains connecting the body to the main frame at the middle or at one or both ends, as may be required, to limit the tipping motion.

G are pins passing through the standards 0 into bosses on the ends of the body to lock the body in its horizontal position, the bosses the rails in this way, the stops or cradles might be dispensed with, if desired. Fig. 4 shows in full lines a convexly-curved double-incline rail or standard, with the wheels D D resting thereon, and, for the sake of comparison, it also shows in dotted lines a rail or standard similar to that shown in Fig. 3, together with the wheels thereon, the truck-body being supposed to be made to occupy precisely the same position in either case by varying the length of the bracket d. By comparing these two positions of the wheels it will be seen that, as in either case they descend to the same point while in their normal position, the wheels upon the curved rails are higher than those upon the straight rails. The truck-body will consequently have a slight descending motion in the act of tipping, as compared with the motion which it has been working on straight inclines, asin Fig.3, the horizontal movementof translation being equal in both cases. It will thus be seen that by varying the convexity of the rails any desired amount of fall can be given to thebody. Oonversely,it will be seen that by using rails or standards curved concavely, as in Fig. 5, the truck-body will have a slight ascending motion in the act of tipping. Thus by using standards of appropriateform thecenter of gravity of the loaded truck-body may be caused to have any desired motion to facilitate the tipping.

The standards and wheels are represented as beingoutside the ends of the body; but they may be located at any desired points beneath the body, the form of the body being suitably modified to clear the apexes of the standards, and both end standards and intermediate standards may be used.

Having thus described my invention, what I claim as new is-- 1. In a tipping car, the combination, with the double-inclined or A-shaped rails C,having upwardly-curved feet or stops O,"and mounted on a truck, A, of the truck-body or receptacle B, provided with the hangers 61, supporting axles or shafts carrying grooved wheels D D, and chains or means F for limiting the movement of the truck-body at either side of the rails, said chains having their inner ends connected to the under side of the truck-bod y at about its middle, and their outer or lower ends to the rails G O, substantially as and for the purpose set forth.

2. In a tipping car, the combination, with.

the double-inclined A-shaped rails U, mounted upon the truck A, of the truck-body or receptacle B, provided with the hangers 01, supportin g shafts or axles carrying the grooved wheels D D, resting upon the rails O, and the headed plugs or pins G, inserted through the apertures in the sides of the apexes of the rails G, and entering socketed projections or studs at the ends of the truck-body B, substantially as and for the purpose set forth.

The foregoing specification of my improvement in tipping trucks signed by me this 10th 

